Nationwide Carriers, Inc. v. United States, 4-73-Civ. 447.

• Court: United States District Courts. 8th Circuit. United States District Court of Minnesota
• Writing for the Court: HEANEY, Circuit , and DEVITT and LARSON
• Citation: 380 F. Supp. 1132
• Parties: NATIONWIDE CARRIERS, INC. Plaintiff, v. UNITED STATES of America and Interstate Commerce Commission, Defendants.
• Docket Number: No. 4-73-Civ. 447.,4-73-Civ. 447.
• Decision Date: 05 July 1974

380 F. Supp. 1132

NATIONWIDE CARRIERS, INC. Plaintiff,
v.
UNITED STATES of America and Interstate Commerce Commission, Defendants.

No. 4-73-Civ. 447.

United States District Court, D. Minnesota, Fourth Division.

July 5, 1974.

380 F. Supp. 1133

Arlyn L. Westergren, of Stern, Harris, Feldman, Becker & Thompson, P. C., Omaha, Neb., for plaintiff.

Robert G. Renner, U. S. Atty., and Stephen G. Palmer, Asst. U. S. Atty., Minneapolis, Minn., for defendant United States.

Fritz R. Kahn, Gen. Counsel, and Hugh W. Cuthbertson, Atty., I. C. C., Washington, D. C., for defendant Interstate Commerce Commission.

Before HEANEY, Circuit Judge, and DEVITT and LARSON, District Judges.

MEMORANDUM ORDER

LARSON, District Judge.

This is an action to set aside, vacate, and annul an Order of the Interstate Commerce Commission (hereinafter the Commission) denying the application of Nationwide Carriers, Inc. (hereinafter Nationwide) to convert a contract carrier permit to a common carrier certificate. Docket No. MC-117940 (Sub-No. 44), Nationwide Carriers, Inc., Extension —Floor Coverings Conversion.

Nationwide is a Minnesota corporation located in Maple Plain, Minnesota. It operates as both a common carrier and a contract carrier by motor vehicle of property in interstate commerce, pursuant to various authorizations granted by the Commission. As pertinent here, Nationwide holds a permit issued by the Commission in Docket No. MC-114789 (Sub-No. 16) under which it is restricted to contract carrier service for two Minneapolis based shippers.

On March 8, 1971, Nationwide filed an application with the Commission pursuant to § 207(a) of the Interstate Commerce Act, 49 U.S.C. § 307(a), to convert the above mentioned permit to a certificate of public convenience and necessity. Obtention of the certificate would then enable Nationwide to hold itself out to serve an unlimited number of shippers within the area and scope of its authorization.¹

A hearing was held on the application by an administrative law judge (formerly entitled hearing examiner) on October 15, 1971, in St. Paul, Minnesota. Testimony in support of the conversion was presented by Nationwide's president and its two contracting shippers. Six protestants, all common carriers, opposed the application.²

On August 8, 1972, the administrative law judge served his report and recommended order.³ Finding insufficient evidence of shipper need, he concluded that the present and future public convenience and necessity for Nationwide's operating as a common carrier had not

380 F. Supp. 1134

been shown. He, therefore, recommended denial of the application

This recommendation was affirmed on February 2, 1973, by the Commission, Review Board Number 2. A petition for reconsideration was denied on June 27, 1973, by the Commission, Division 1, acting as an appellate division. Having exhausted its administrative remedies, Nationwide then brought this action to review the denial of its application. This Court's jurisdiction is founded on 28 U.S.C. §§ 1336, 2284, and 2321-2325.

Our review is limited to ascertaining whether the Commission's decision was rational and based on substantial evidence. General Mills, Inc. v. United States, 364 F.Supp. 1278, 1282-1283 (D. Minn.1973); see also Consolo v. Federal Maritime Commission, 383 U.S. 607, 619-621, 86 S.Ct. 1018, 16 L.Ed.2d 131 (1966); United States v. Pierce Auto Freight Lines, 327 U.S. 515, 536, 66 S.Ct. 687, 90 L.Ed. 821 (1946); Twin City Freight, Inc. v. United States, 360 F. Supp. 709, 712 (D.Minn.1972); Prinsburg Coop Fertilizer Co. v. United States, 338 F.Supp. 1059, 1060 (D.Minn. 1971), aff'd 405 U.S. 906, 92 S.Ct. 955, 30 L.Ed.2d 778 (1972). On the record before us, we conclude that it was and must be affirmed.

Under § 203(a)(15) of the Act, 49 U. S.C. § 303(a)(15), a contract carrier is one that operates under continuing contracts with one or a limited number of persons either by furnishing motor vehicles to the exclusive use of each person or by furnishing services to meet the distinctive needs of each person. Under § 203(a)(14), 49 U.S.C. § 303(a)(14), a common carrier is one that holds itself out to the public generally, without these restrictions as to quantity or quality of service imposed upon contract carriers. See E. A. Gallagher & Sons, et al. v. Cleveland General Transport Co., Inc., 98 M.C.C. 356, 359 (1965).

In Connell Transport Co., Inc., Conversion Application, 95 M.C.C. 312, 318-319 (1964), the Commission established the following requirements for granting conversion from contract to common carrier status: the applicant must submit a detailed statement of past lawful operations under its contract permit authority; it should offer to surrender the unused portion of its authority; and it should offer shipper testimony demonstrating a need for its services as a common carrier, rather than as a contract carrier. Additionally, as in all attempts to acquire common carrier certification, a showing of public convenience and necessity must be made. Schilli Motor Lines, Inc., Conversion Application, 105 M.C.C. 90, 94-95 (1967); Major Conversion Application, 100 M.C.C. 410 (1966); see also Interstate Commerce Commission v. Parker, 326 U.S. 60, 65 S.Ct. 1490, 89 L.Ed. 2051 (1945); Pan-American Bus Lines Operation, 1 M. C.C. 190 (1936).

The testimony in the administrative hearing showed that during the first few years of operation under its contract permit, Nationwide dedicated vehicles exclusively to the uses of its two shippers. Thereafter, beginning in late 1969 or early 1970, Nationwide discontinued this practice and instead assigned to its shippers vehicles drawn from a pool of units terminating in the area of the origin points of the shipments.

This resulted in a much larger number of vehicles being available and more efficient and superior service to that formerly provided under the exclusive dedication practice. Both shippers testified that they found the new method favorable and desired continuation of this kind of service, whether or not the conversion be granted. No other testimony of supporting shippers was presented.

The administrative law judge determined that Nationwide failed to satisfactorily demonstrate shipper need.⁴

380 F. Supp. 1135

His report and recommended order read, in pertinent part, as follows

"* * * Nationwide

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